Stand drive vehicle



April 21, 1942. L. MEAD n STANDIDRIVE VEHICLE 5 sheets-sheet z Filed July 13, 1940 grime/nm Lynn D Meara' 1 Een?,

April 21, 1942. p. MEAD Y 2,280,157'

sTANnDRIvE VEHICLE Filed July 13, 1940 5 sheets-sheet 5 April 21, 1942.

L.. D. MEAD STANDDRIVEVEHICLE Filed July 13, 1940 5 Sheets-Sheet 5 Patented lAlpi'. 2l', 1942 STAND DRIVE VEHICLE Lynn D. Mead, Detroit, Mich., assigner to Divco- Twin TruckCompany, Detroit, Mich., a corporation of Michigan Application July 13, 1940, Serial No. 345,396

(Cl. l18d- 77) 2 Claims.

The present invention relates to vehicles designed to befdriven from standing position and is` more particularly concerned with improvements in the drive and control of such stand drive vehicles.

Stand drive vehicles which are constantly growing in importance in the commercial delivery field, especially milk delivery, have been greatly improved in recent yearsby special body constructions and rearranged and combined controls lwith the object oi reducing fatigue of the driver Experiments have shown that considerable' time and energy is consumed in operating the clutch pedal in the ordinary delivery vehicle. In my invention the usual clutch operation is entirely eliminated, thereby simplifyingand speeding up operation of the vehicle.

With the above in mind it is a major object of the present invention to provide a stand drive vehicle embodying novel drive and control arrangements designed to promote speed and eiliciency of operation and reduce driver fatigue.

'A further object of the invention is to provide a novel stand drive vehicle wherein the engine is connected to a shiftable gear transmission by an :r

automatic power transmitting unit, such as a hydraulic drive unit, so that no clutch pedal manipulation is necessary for operation `of the vehicle; 'and wherein special controls for the transmission and hydraulic drive unit are pro-.-

vided. Preferably this hydraulic unit is of the so-called Fottinger or iiuidilywheeY' type.

A further object of the invention is to provide anovel stand drive vehicle vwhereinthe controls are specially built and grouped adjacent the steering wheel for' eicient and simplified stand drive operation of the. vehicle.

A further object of the invention is to provide a novel stand drive vehicle control wherein, a combined ignition and starter switch and operator therefor is supported on a. hand brake lever. A further object of the invention -is to provide novel dual control mechanism for the service brakes of a stand drive vehicle.

Further objects of the invention will presentlyV appear ,as description of the invention proceeds in connection with the appended claims andannexed drawings in which:

Figure 1 is a diagrammatic view of a stand drive vehicle incorporating the present invention.

Figure 2 is a side elevation partly broken away and partly in section illustrating the drive and control elements 4oi the invention in assembly.

Figure 3 is a fragmentary top plan View of the controls within the iront end of the vehicle.

'Figure 4 is a diagrammatic end view illustrating the brake on the driven element o! the hydraulic power transmitting unit.

Figure 5 is a side elevation, partly in section,

illustrating linkage connecting the lower end of the gear shifting and selector rods to the transl mission unit.

Figure 6 is a top plan view. partly in section, of the assembly of Figure 5. e

Figure 'I is a top plan view. partly in section, of the transmission operating lever on the'steering post.

Figure 8 is a side elevation, partly in section, of the transmission operating lever and its connection 'to the gear shifting and selector rods.

Figure 9 is an enlarged side elevation of the service brake operating mechanism.

Figure 10 is a fragmentary view in end elevation of the bracket supporting the service brake mechanism on the chassis.

Referring to Figure 1, a stand drive vehicle I2 has a side doorway I3 opening to a low door Il within the body. Floor Il is located in a hori zontal plane below the level of the plane containing the vehicle supporting wheel axes `and Vdisposed only a single short step above the ground on which the wheels rest, and is spaced from the upper end of post I8 carries a steering wheel 22 and is supported by a U-clamp 23 rigid with a bracket' 24 extending from vthe transverse dashboard assembly 25.

As illustrated in Figure 2, the vehicle drivey vmechanism comprises an engine 26, a hydraulic power transmitting unit 21 and a shlitable gear Floor extension I5 provides a stand drive transmission 28. Transmission 28 is connected to the drive wheels by the usual propeller shaft (not shown).

Hydraulic power transmitting unit 21 is preferably of the Fottinger type wherein an impeller or drive element 29 is secured to the motor shaft and a turbine or driven element 3| is secured to the transmissionfinput shaft 30. Avbrake drum 32 is rigid with turbine element 3|. A brake band 33 surrounds drum-32 (Figure 4) and is actuated by a pivoted lever 34 which extends exteriorly of unit 21 through a suitable aperture 35 (Figure 2).

The above-described hydraulic power transmitting elements are of known construction' and may for example be of the type disclosed in the United States Patent to Boldt No. 2,076,362.

A rod 36 is pivoted at opposite ends to lever 34 and a brake actuating lever 31. .Lever 31 is pivoted intermediate its ends at 38 on dashboard 25 and has an arcuate handle 39 projecting within easy reach of a driver standing behind wheel 22. Pressure of the drivers hand on handle 39 rotates lever 31 clockwise (Figure 2), thereby ef- Transmission control Transmission unit 28 is of the usual shiftable gear type wherein an axially slidable and rotatable control shaft 4| (Figure v6) projects rearwardly from the transmission housing. A selector arm 42 is formed with a hollow boss 43 rigidly secured upon the outer end of shaft 4|. A collar 45 is spaced inwardly from boss 43 and secured rigidly to shaft 4| as by fastening element 46.

Referring to Figures 5 and 6, the housing of transmission unit 28 is formed with a rigid projection 41 terminating in an apertured boss 48 in which a. vertical shaft 49 is non-rotatably supported. A generally horizontal shifter lever 5| is pivotally supported intermediate its ends on shaft 49. Lever 5| is formed at its inner end with a fork or -bifurcated portion 52 slid-ably' and rotatably embracing shaft 4| between collar 45 and boss 43. The outer end of lever 5| is formed with a boss 53 connected by a suitable universal joint, such as ball and socket assembly 54, to the lower end of a rod 55 connected to the suitable shifter control mechanism on the steering post as will appear.

Above lever 5|, shaft 49 is formed with a reduced terminal 56 upon which a bell crank lever 51 is .pivotally mounted intermediate its ends. Lever 51 comprises a laterally and upwardly projecting arm 58 universally connected, as by ball and socket assembly 59, to the rear end of a rod 6| from the transmission selector control mechaing the lower end of a hollow shifter tube 13. Tube 13 terminates below bracket 88 and a laterally extending arm 14 is suitably non-rotatably secured upon its end, as by the fastening element indicated at 15.

The outer end of arm 14 is'universally connected, as'by ball and socket assembly 16, to the upper end of rod 55.

At its lower end tube 13 is lined with a bushing 11 slidably receiving the lower end of a concentric selector rod 18 within the tube. Rod 18 terminates in a threaded portion 19 fitting into a tapped block 8|. vBlock 8| is maintained in a desired axial position on rod 18 as by locknut 82.

A bell crank lever 83 has a bifurcated arm 84 attached to block 8| by pivot assembly 85 and is pivoted intermediate its ends on a shaft 86 carried by the lower end of a link 81. The upper end of link 81 is pivotally mounted at 88 between a pair of integral ears 89 on boss 1|. The other arm 9| of llever 83 extends downwardly and is pivoted to the front end of rod 6 I.

Just below steering wheel 22, a two part bracket 93 is rigidly but removably clamped to the upper end of post |8, as by bolt assemblies 94. One part of bracket 94 is formed with a large hollow boss 95 lined with a bushing sleeve 96 and rotatably supporting a hollow cylindrical block 91. The upper end of tube 13 is non-rotatably secured within block91, as bythe clamping elements indicated at 98.

The upper end of tube 13 is lined with a bushing 99 slidably receiving the upper end of rod 18 which projects upwardly into a suitable aperture |0| in the bottom of an axially slidable and rotatable element |82 within block 91 and spaced from the upper end of tube 13. A coil spring |83 extends between element |02 and a suitable internal shoulder |04 on block 91. The upper end of block 91 is closed by a removable cap |05.

Block 91 is formed with a laterally projecting hollow boss |06 within which a gear shift lever handle |01 is pivoted intermediate its ends at |08. The inner end of lever |01 is rockably fitted within an aligned lateral aperture |09 in element |02, and the outer end of lever |01 terminates in amanual knob |||l beneath wheel 22. The joint between lever |01 and boss |06 is sealed by a flexible collar Shift lever |01 is convenient to a driver standing on floor I5 behind wheel 22. When lever |01 is rocked in a substantially horizontal plane between the various positions indicated in Figure 7, such causes rotation of block 91 and .tube 13 which, through arm 14, rod 55 and lever 5|, effects sliding or gear engaging movement of shaft 4|.

When shift lever |01 ls rocked about pivot |08 between the various positions illustrated in Figure 8, such causes vertical displacement of element |02 and rod 18 and, through bell crank 83, rod 6|, bell crank lever 51, rod 64 and arm 42, effects rocking or gear selector movement of shaft 4|.

Service brake control Dual independent controls for the service brakes of the vehicle comprise a foot pedal ||Z and an elongated hand lever |3 pivotally mounted side by side on a stub shaft ||4 which projects inwardly from a bracket 5, secured to chassis rail 2| as by bolt or rivet assemblies ||6.

boss 1| lined with a bushing 12 rotatably receiv- 75 Shaft ||4 is non-rotatably mounted in a suitable integral boss ||1 on bracket ||5. 'Ihe inner end of shaft ||4 is supported by a brace I8 rigid with a transverse member (not shown) of the chassis.

Pedal I2 projects through a suitable aperture ||3 in wall I6 and terminatesin a pad |2| above floor I5. At `its innerend, pedal ||2 is formed with an integral arm |22, generally perpendicular thereto,- which is pivotally connected at |23'to the rear end of a brake rod |24. The front endof'rod .|24 is formedwith a head |25 having an axially elongated slot |26 into the forward end of which is slidablyand rotatably fitted a pin |21 rigid with the lower end of a lever |28 pivoted intermediate its ends about a transverse axis at |23 and pivotally connected at its upper end at |30with piston rod |3| of amaster hydraulic cylinder |32 for actuating the service brakes.

Preferably pivot |23 is supported upon a' rigid be normally used as a parking brake.

part of motor support bracket |33 which Aalso carries the master cylinder |32.

The lower end of hand lever |I3 is formcd with an enlarged boss |34 surrounding shaft ||4. Between bosses ||1 ,and I 34,l shaft ||4 extends through an aperture'd boss |35 formed at the apex of a vertical inverted triangular plate |36 which has an integral outwardly projecting lug, |46 secured to the top of rail 2|.as by bolts |43'.

Plate |36 thereby supports an inner portion of shaft H4. Shaft ||4 in 4turn provides a support for the lower end of `plate |36 and cooperates with lug |31 in maintaining plate |36 rigid with the chassis.

The upper side of pme las, opposite apex ns, is arcuate and has rigidly secured thereto, as by screws |31, an arcuate ratchet element |33 hav-4 ing a downwardly facing row of teeth `|33 concentric with the axis of shaft ||4.

A toothed dog |4| is pivoted intermediatev its ends at |42 on lever ||3 and'is shaped at its toothed end |43 to interfit with ratchet teeth |33. The other end of dog I4| is pivotally connected at |44 to the lower end of a rod |45, and the upper endof rod |45 is pivotally connected to a manually operable handle |46 pivoted at one end at I 41 on` the upper end of lever I|.3. A suitable spring (not shown) is preferably employed to urge dog |4| clockwise and maintain handle |46, rod |45 and dog |4| in engaged position asin Figure 9.

Between boss |34 and dog |4|, lever ||3 carries A stop light switch |53 is mounted on the inner face of wall I6 and has'a switch button |54 adapted to seat upon an abutment |55 integral with pedal ||2. Switch button |54 is shown in the "oiT position in Figure 9 and is of the type which is spring urged to "on" position when pedal ||2 is rocked clockwise downwardly therefrom. Return of pedal I I2 restores button |54 to normal off position.

Ignition and starter switch A combined engine ignition andstarter switch unit |56 is secured, as by a bracket |51, upon lever I3 just below slot |56 in floor I1. A switch operating plunger rod 53 has its lower end slidably carried by bracket |51 and is slidably rea pivot assembly |48 to which rthe rear end of brake rod |43 is attached.- At its forward end,

` head |5| of rod |43 is slotted at |521to fit slidpedal ||2, lever ||3 does not move since slot |52 provides a lost motion connection with pin For hand operation of the service brakes, handle |46 isfsqueezed to rotate it counterclockwise thereby withdrawing dog tooth |43 from rack teeth |33. `Lever |3 is now rocked clockwise about shaft 4 and, through rod |43 and lever |26, causes brake applying operation of cylinder |32. Pedal ||2 does not move during this actuation of lever ||3 since slot |26 provides a lost motion connection with pin4 |21.

The usual heavy return springs (not shown) are provided for' the brake linkage of Figure 9.

Pedal ||2 and lever ||3 are thereby independently operable by the foot and hand of the driver to apply the service brakes. Handle 46 is close to the steering wheel 22 so as to be readily accessible to the hand of a standing driver. Ratchet ceived at its upper end` by an offset integral portion IGI on lever |I3. Above offset |6I, rodv |53` terminates in an enlarged push button |62.

Just below button |62, rod |53 is marked with indicia lines |63 and |64 labelled Ignition on and Starter," respectively. When it is desired to start the engine, the driver presses downwardly on button |62 until line |64 is level with the top edge |65 of offset 6| which serves as a fiducial mark. This depresses rod |53 to close the ignition switchwithln switch unit- 56.

Further downward pressure on rod |53 until line |63 is level with ducial edge |65 closes the starter switch-within unit |56, the ignition switch remaining closed. After the engine has started, button |62 is released and a suitable spring |66, reacting between a collar |61 rigid with rod |53 and a bracket |68 rigid with lever ||3, returns rnd |53 upwardly until line |64 is level with edge |65 where it remains while thevehicle is in operation. A

Spring |66 is not of suiiicient strength to return rod |53 to the ignition off" position shown in Figure 9. This must be accomplished by pulling upwardly on button |62. Spring |66 is, however. of sufficient strength to prevent accidental downward displacement of rod- |53 from the position shown in Figure 9.

Switch unit |56 rnay be of any suitable design for the purpose and further description is believed unnecessary. Suitable electrical leads i not shown) extend from switch unit |56 to the ignition coil, battery, starterand otherunits.A

The above described switch assembly is espe cially valuable in stand drive vehicles. The driver may step into the'vehicle and release the parking brake |I3, close the ignition circuit and start the engine with practically a single motion of his hand. Similarly he may shut off the engine and pull back brake lever |I3 with substantially a single motion oi his hand when stopping the vehicle.

Propeller shaft brake control assembly to terminate in a handle |15 accessible to the left hand of the driver behind wheel 22. Plate |1| is formed with ratchet teeth |16'cooperating with a pivoted dog |11 actuated by a suitable pivoted latch member on the brake lever to maintain lever |13 in applied or releaseposi tion as desired. l

.Pivotal motion' of lever |13 is transmitted For ordinary house to house stops, such as the ordinary milk vehicle is required to make, the driver mainly uses lever I I3 as the parking brake.

Operation The driver steps into the vehicle and, with gear shift lever |01 in neutral position, closes the ignition circuit and starts the engine by pressing knob |62 downwardly as above described. Usually this is accomplished with the same motion used to release brake lever lli if the latter is in brake applied position. Upon release of knob |62, rod |59 returns to -ignition on position. Brake lever |13 is then released.

With the motor running and the transmission gears in neutral, suillcient power is transmitted through fluid drive unit 21 to cause idle rotation of transmission input shaft 30. lBefore lever |01 is shifted to initially mesh the transmission gears, the driver rocks lever 39 with. his left hand to brake shaft 30 and enable the gears to be meshed without clashing. The gears are then meshed in low speed by shifting lever |01, the engine accelerated by depressing throttle control pedal I and the vehicle driven away.

Further shifting of lever |01 to select higher speeds is made after the vehicle has started.l

Brake lever 39 need not be manipulated in shifting to these higher speeds.

After reaching the first stop in traffic, the driver merely shifts lever |01 to a lower speed and drives away by accelerating the engine. No manipulation of lever I! is required here as the transmission is already in gear.

Cil

By combining the ignition and starter switches into a single unit and locating the manual control member for that unit at the top of the parking brake lever, starting and stopping of the vehicle is simplied to a marked degree.

I find that a driver operating the vehicle of the invention is enabled to complete his delivery route more efficiently and quickly than possible in previously known vehicles. These benecial results flow directly from the scientifically planned drive and grouping of the controls above-described.

The invention may be embodied in other speciflc forms without departing from the spirit or essential characteristics thereof. The present embodiment is, therefore, to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are, therefore, intended to be embraced therein. c

What is claimed and desired to be secured by United States Letters Patent is:

1. In a vehicle, an engine; a hydraulic drive member coupled to said engine, a hydraulic driven member having a brake, and a shiftable gear transmission connected to said driven member; a low floor within the vehicle spaced from the roof to provide standing height clearance; a steering post forwardly of said floor; a lever movably mounted on the upper portion of said post; a plurality of rods supported by said post and connected at their upper ends to said lever; motion transmitting links connecting the lower ends of said rods to said shiftable gear transmission; a dash board assembly within said vehicle, a bracket rigid with said assembly sup- Upon reaching the ilrst delivery stop, the

driver merely applies the service brakes and sets brake lever H3 for parking and alights to make his delivery. The vehicle is usually left in gear with the motor running. After delivery, the driver steps back into the vehicle, releases brake lever H3, shifts lever |01 if necessary to select a starting speed and drives away. No manipulation of lever 3! is required as the transmission has been left in gear. These operations are repeated many times along the delivery route.

When the vehicle is parked for a long period, or upon its return to its station, the engine i's stopped by pulling upwardly on button |62 while pulling back on lever H3. To resume operation after such a stop, it is necessary to manipulate lever 39 to brake transmission shaft 30 as abovedescribed before initial meshing of the gears.

All of the essential controls of the vehicle are grouped about the steering post so as to be within easy reach of the driver standing behind wheel 22. Elimination of the'usual clutch pedal by use of the fluid drive cuts down appreciably the time and llabor required to operate the vehicle.

porting the upper end of said post; a second lever movably mounted on said assembly; and means connecting said second lever to the brake on said driven member, both of said levers being conveniently accessible to an operator standing behind the wheel on said floor.

2. In a vehicle, an engine; a hydraulic drive member coupled to said engine, a hydraulic driven member having a brake, and a shiftable gear transmzission connected to said driven member; a low floor within the vehicle spacedv from the roofl to provide standing height clearance; a steering post forwardly of said floor; a lever movably mounted on the upper portion of said post; motion transmitting mechanism connecting said lever with said shiftable gear transmission; a dash board assembly within said vehicle, a bracket rigid with said assembly supporting the upper end of said post; a second 'lever movably mounted on said assembly; and

means connecting said second lever to the brake on said driven member, both of said levers being conveniently accessible to an operator standing behind the wheel on said floor. 

